This
is the name of the business as it exists in 2018. The incumbent for
many years was Paul Marius DESMURE, and when he died in 1983, two
company employees bought the business from his estate and continued to
operate.

So the scope of this story is limited to the period 1932 to 1983, plus
a few subsequent events – from the origins up until the day when Paul
Desmure – born on 20/02/1921 at St. Just d’Avray – departed this world.

The valley of the river Azergues runs through rolling rural countryside
to the north-west of Lyon, between the river Saône and the hilltops of
the Col des Echarmeaux. There are hilltop villages, and vines that
produce Beaujolais wine. At the southern end of the valley there is
quarried a yellow sandstone that gives the region its title of ‘Pays
des Pierres Dorées’.

There
are lots of villages – Lamure-sur-Azergues, St. Nizier d’Azergues,
Cublize, St. Just d’Avray, Chambost-Allières (where the depot is in
2018) - but we will concentrate on GRANDRIS, a village 55 kms
north-west of Lyon and 35 kms west of Villefranche, and terminus of the
Grandris to Lyon route which is at the centre of this story. The
village had a population of 1,444 in 1931 which had fallen to 1,145 in
2015.

Note that Grandris had competition from the
smaller village of Lamure-sur-Azergues, 4 kms away, population 978 in
1931 and 1,048 in 2015, which was on the Paray-le-Monial – Lamure –
Lozanne – Lyon railway route, fully opened in 1900 to take pressure off
of the Paris – Lyon via Dijon line, but never electrified. Nowadays the
TER 20 timetable contains 16 daily timings in each direction, but only
5 are trains: the other 11 are road-based TER services, and this goes a
long way to explaining how so small a village has been able to benefit
from the continuing presence of a bus and coach business.

1. Services originating with Mr DORIEUX, including Lyon - Grandris

11/12/32 – this was the date when Michel Dorieux declared the existence of his Grandris – Lyon service.
The mayor of Lyon had authorized buses to stop (permit n°186) at 7
stops in Lyon including Bellecour, Jean Macé and Cours de Verdun, and
to lay over for 15 minutes maximum at Quai Jaÿr.
The service operated daily with one morning and one evening return and a journey time of 1 hour and 40 minutes.

The DORIEUX
timetable - circa 1932

The authorities noted that the only competition on the route came from the PLM rail service from Givors to Paray-le-Monial.
Mr Dorieux used a Renault SX Série 4 24 seater registered 8041 PF
3 and put into service on 04/05/32 – 2m20 wide weighing 3,200 kg empty
and 5,000 kg with the maximum authorized load.

But in fact, two vehicles must have been used, as a second permit (n°
9) from the mayor of Lyon gave identical authorisations for a Renault
3YAB 15hp 8600 PF 4 seating 23.

04/10/36 - Michel Dorieux (who we now learn was a
cafe proprietor at St. Verand) sold Lyon – Grandris to a Monsieur Jean
Perrin of RN 13, Villefranche sur Saône. No vehicles changed hands, and
the sale price was 5,000 FRF. Mr Perrin then used a 22-seater on the
route.

The 1936 sale

The route map in 1936,
including the Valsonne service

Incidentally, and a little later on 01/01/38, Mr Dorieux sold his Lyon- Valsonne service to a Mr Perret of Valsonne .
Dorieux may also have been involved in a business known as the Messageries de Tarare .

10/02/42 -
Very little correspondence relates to the war years. For the first
time, Mr Perrin used the logo Cars de la Vallée d’Azergues, and he
wrote to the Ponts et Chaussées to say that he was operating Grandris -
Lyon with a 30 seater using Gaz de Ville, that the SNCF had cancelled
the 17h30 and 19h00 departures from Lyon to Lamure, as a result of
which his 18h30 departure from Vaise Place de Paris was full and he had
to leave passengers behind. He requested an additional timing on
Saturdays leaving Vaise at 13.00 and then returning Grandris to Lyon at
16.00. This was refused. The reply said “Lamure- sur- Azergues to Lyon
is served by 3 SNCF returns daily, and that has to be sufficient.”

10/04/47. As
usual, operators were pressing for a return to pre-war frequencies.
Perrin asked for 2 extra returns on Wednesdays, and one Tuesday
mornings for the Bois d’Oingt market.

A 1947 map of all five operators on the Lyon to Grandris corridor. Desmure’s service from St Just d’Avray to Bois d’Oingt
is mentioned, as is Raymond’s service from Bois d’Oingt to Letra (story told later…)

In July 1947 the authorities said yes – to a service frequency of one
return Monday to Saturday plus a second on Tuesdays – not really what
he had asked for!

June 1948 – a request for
an extra Saturday return was granted. The CTD said that the PLAN
DEPARTEMENTAL could allow 14 returns per week – Perrin was operating 7
plus this one makes 8 so that is all right. As I regularly say,
refusals in these immediate post-war years are a reflection of rules
designed to economise fuel, still a scarce commodity.

20/01/49 – more
applications – for the summer – were authorized on 12/04/49. An extra
Thursday service, and one at his customers’ request on Sundays, took
his timings up to 10 (he was at 15 prewar). He was also authorized to
divert the 12.15 service (on Tue Thu Sat Sun) via Lamure SNCF,
providing a connection with the train.

28/04/50 – the need for a
second Sunday return journey was so pressing that the Conseil Général
69 was lobbying for it to be put in place, and pointing out that
prewar, there were 3 returns on Sundays. The stumbling block was the
SNCF, who were vetoing because the coach undercut the rail fare – 3.45
FRF per km on the bus, 4.00 FRF on the train! This dispute went
up to the Ministry of Transport in Paris, and produced a slanted
response from the SNCF that they were not against the timing as such
but wanted a level fares structure.

Then the national CONSEIL SUPERIEUR DES TRANSPORTS (no less!) voted
that the extra return should be authorized, by 4 votes to 2 (one of
which was the representative of the SNCF) and 2 abstentions. The SNCF
gave in, saving face by saying they were doing this against their
better judgment in the interests of the travelling public. By this time
we were in 1951, and on 05/03/51, Mr Perrin said he would begin
operating the second Sunday return at Easter (25/03/51), the Sunday
timings being:
06.30 Grandris 08.00 Lyon 08.30 Grandris 10.10
18.00 Grandris 19.30 Lyon 20.00 Grandris 21.40

24/11/55
Mr Jean PERRIN born at Bagnols (69) on 06/02/1897 took the first step
towards selling his business, by leasing it to Mr Paul Marius DESMURE,
born at St. Just d’Avray on 20/02/1921. As well as the route, included
were premises at route de Thizy, Grandris, consisting of a garage/depot
at ground floor level and an 8 roomed apartment above.

The lease ran for 4 years from 01/01/56, and included a promesse de
vente (sale clause) that could be exercised at any time up until
31/12/58. If the sale took place, the price would be 4 million FRF.

The route frequency was currently 1 return on Mon/ Wed/ Thu/ Fri, 2 returns on Tue/ Sat/ Sun, and one summer extra on Thursdays.
The sale did take place, though on 29/06/59.

The rights bought were described then as:-
A route from Lyon to Grandris via Civrieux, with 2 returns daily,
no pickups between Lyon and Civrieux. Current
authorisations - 13 returns in winter, 14 returns in summer.

Paul Desmure would in fact operate this route for 24 years (1959 to 1983).

1956
A Rochet-Schneider, 661 V 69, was used on the service in July 1956.

The 1960 Lyon – Grandris timetable. Note that this refers to Autocars de la Vallée d’Azergues, but also to Autocars P-M Desmure

The 1967 Lyon – Grandris timetable

1969
The difficulty of relations with the SNCF came to the fore with the
construction of a new college at Bois d’Oingt (see also below under
schools services). A ‘convention’ (protocol) was intended to ensure no
unnecessary competition on the Lyon – Grandris/Lamure corridor.

The authorization originally was for 14 returns per week (2 each day),
but in fact 13 were operated – 3 on Sundays, 1 on Wednesdays and
Fridays, 2 on other days. On 24/09/59 the CTD authorized an extra
return on Saturdays, and on 01/04/65, for the summer timetable, an
extra journey on Wed/Thurs/Fri – a total of 17 weekly returns.

Now in 1969 Desmure wanted to retain these services in winter (except
one Thursday journey), and to ADD THREE RETURNS limited to Bois d’Oingt
on schooldays restricted to pupils and staff (three teachers travelled
in from Lyon and the station was too far away from the college). The
CTD was in favour.

The 1970 Lyon – Grandris timetable

1985
Another problem with the SNCF was the pricing of tickets. The bus fare
must not undercut the rail fare. So on 15/04/85, The SNCF was advising
that it was raising the price of its Lyon – Grandris ticket by 7.4%
from 27 to 29 francs, and the buses should do likewise. Fine, but the
DDE was reminding the company that the current bus fare (23 francs) was
a maximum that already included the 3.5% 1985 increase authorized for
interurban bus routes. How had this been dealt with in the past? Every
increase required a special dispensation signed by the Préfêt. On this
occasion, it was said that in view of the current tripartite
discussions between the DDE, SNCF, and Vallée d’Azergues, the outcome
should be awaited before approaching the Préfêt.

What happened is not recorded , but the Lyon – Grandris route is now long gone.

2. Services
originating with Mr AUPLAT

In
1935, Antoine AUPLAT was using a 12-seater vehicle to run a service
from Propières to Poule. This route may have existed since 1904,
but the evidence is tenuous. He was a correspondent for the PLM (there
was a railway station at Poule) and he also received a subsidy from the
PTT for carrying post.

After the war, his 1946 authorised timetable was just one return daily.

The Propières to Poule
route in 1952

In 1947 he was authorized to
run a market service from Propières to
Chauffailles via Azolette on every Friday and on the 1st Thursday of
the month. This required an extra 42 litres of fuel. Journeys had to be
synchronized with the RSAR, who ran over the same route, to avoid
unnecessary competition.
By 1952, Propières – Chauffailles had become one daily return :
Propières 07.30 – 08.10 Chauffailles 11.40 -12.20.

The Propières to
Chauffailles route in 1952

In 1963 income on the
Propières to Poule route was only 0.295 FRF per
km

01/06/67 saw the end of
postal services on Poule Propières . Another
operator running a longer route covered the same villages, so it made
sense for the PTT to avoid duplication. A reply from Paul Auplat (the
son) said he would be losing income of 1.639,45 FRF for parcels and
3.415,95 FRF for post.. He would have to cancel the evening service,
but would maintain the morning journey daily, and continue to meet all
trains on Saturdays.

But on 31/12/68 he sold to
Desmure.

Paul Antoine Auplat, born Propières 10/02/11, had inherited the
business from his father Antoine (donation partage) on 09/10/40.

Propières is 20 kms north of Grandis, so presumably the business was
considered a good fit, geographically.

3. Services
originating with Claude PIVOT

Mr Pivot does not seem to have been on the best of terms with the
authorities.

He ran three routes:-
St Just d’Avray – Villefranche begun in 1925
St Just d’Avray - Bois d’Oingt & Tarare, begun in 1924
St Just d’Avray – Amplepuis, begun either in 1924 or 1929. He
used a 22-seater on this latter route, with a return that in December
1940 ran St. Just 12.45 – 13.45 Amplepuis 16.00 – 17.15 St. Just
But he must have expanded his activity without
authority to do so.

An amateurish outline
of the Pivot routes – presumed to be at the
moment of sale.

Claude Pivot sold out to Paul Desmure on 24/12/45 with effect from
01/01/46.
Included in the sale were the routes – Amplepuis, Villefranche, Tarare,
Thizy, le Bois d’Oingt plus a St Just local service operated
jointly with Monsieur Large, and one vehicle – a Citroën 13hp chassis
722189 registered 3268 PG 2 and seating 23 + 7. NOT included in the
sale was the business telephone number!! The price was 150,000
FRF (including 50,000 FRF for goodwill).
Declared turnover and profits were:
FRF
1943 40.482
12.000
1944 35.215
12.000
1945 82.345
20.000

On 23/01/46 Paul DESMURE (as
successor to PIVOT!) was advising the
Ponts & Chaussées, Service Carburants, that he had to stop almost
all services for lack of allocated fuel. The previous Pivot allocations
were insufficient for all routes (Claude Pivot had simply stopped
running when he had no more fuel). For 300 km per week, with vehicles
guzzling 35 litres per 100 kms, 500 litres of fuel per month were
necessary.

Still in 1946, the St Just d’Avray – Bois d’Oingt service was a source
of problems. Before the war, it had been operated by a Mr Raymond, who
ceased in 1940 because his two vehicles had been commandeered by the
Army. Pivot and Large took over, and when Mr Raymond wanted to restart
in 1946, Pivot was in possession and had already sold to Desmure. Who
owned the rights? It took until October 1948 for the authorities to
decide to order Desmure to stop running the Tuesday shuttle from Letra
to Bois d’Oingt, which was allocated to Raymond. Desmure was authorized
to operate the rest of the service, but at the service level of Pivot
in 1939 – one return on Tuesdays. At this point the Letra municipality
protested strongly, with a petition, claiming Desmure offered a better
service and that Raymond’s vehicle was too small, and would need to
make 2 or 3 trips, increasing fuel requirements.

The Ponts et Chaussées stood firm, and the matter was only resolved on
05/12/1950 when Raymond sold out to Desmure for 25,000 FRF. Takings on
the Letra route were declared to have been 90,000 FRF in 1948 and
94,520 FRF in 1949.

Mr Raymond’s view of his route, in the days before typewriters!

The Desmure and Raymond services

But in 1961 Desmure ceased
operating this service on 2nd January, for lack of patronage. The
authorities were able to accept because some timings on Grandris – Lyon
provided an acceptable alternative.
A little earlier, on 08/09/1960, the CTD had given its agreement to the
end of the St. Just d’Avray – Amplepuis market service (once a month)
where average loadings were 5/7 passengers.

As for the Tarare service originating with Claude Pivot, it operated on
Thursdays, the outward journey at 07.00 arriving 08.00, with the return
journey at 12.15. By 1960, for lack of passengers, it was reduced to
just 1st and 3rd Thursdays. With an average of 5/6 passengers (fare
income 12/15 NF) on a 42 km round trip, unsurprisingly frequency was
reduced to just the first Thursday in the month in 1961. In June 1963
it was classified as a ‘ligne à faible trafic’ with fare income of 0.35
NF per km…….. and it probably stopped running shortly afterwards.

The remarkable saga of the Renault one and a half tonner.
As you have read above, Paul Desmure had acquired a local passenger
service in St. Just d’Avray connecting the Gare and the Bourg. But he
also had the authorization to carry “messageries” (packets &
parcels) between St. Just d’Avray and Lyon. In 1949 on 5th December, he
wanted to use a Renault 1,400 kg camionnette modified to take removable
banquettes, to use indifferently for the two purposes, thus saving a
vehicle. His request for an authorization was urgent, as he had already
ordered the vehicle and made a down payment of 100,000 FRF. The CTD
Comité Technique Départemental reluctantly agreed to this on 13th
December. It was normally not allowed, as a result of the “affaire
Perrier”, Givors, 21/10/1949 (I have no idea what happened in Givors).
It was considered that the structure was not robust enough to carry
passengers safely. The CTD agreed to a maximum load of 13 passengers,
but not to mixed freight and passengers. The Renault had to be in one
mode or the other. On 02/06/1950 Desmures was caught out in Lyon and
given a warning – the vehicle, registered 9883 PG 6, was stopped while
carrying freight AND 3 passengers.

But in June 1950, the municipality of St. Just was unhappy – they were
subsidizing the Gare to Village service and were lobbying for the
vehicle to be used for mixed traffic. They wanted two journeys a week
into Lyon with up to 6 passengers as well as the packets and parcels.
On Cars de la Montagne notepaper, Mr Desmure was using this as leverage
to propose Tuesday and Friday afternoons. On several occasions he
provided statistics on the service:

Fares income was 4,125 FRF for May 1950 and 1,160 FRF for the first 8 days of June, a total of 5,285 FRF for 936 kms operated.
Between 28/08/50 and 07/09/50, 22 navettes of 12 kms were operated
between the Gare and the Village, with 179 passengers paying a total of
4,275 FRF – roughly 16 FRF per km. Messageries were insignifant – 10/12
parcels per month.

Desmure was putting on the pressure, suggesting that without the
extension to Lyon, the service might be cancelled for lack of
profitability.

The route the Renault would take……..

The CTD gave in on 26 October 1950, but it had to ensure this did not
create a precedent. So this was recorded as “un service d’obligeance et
d’entraide”, or as we might say these days, a socially necessary
service. Of course, on 01/01/1956 Paul Desmure began operating Grandris
–Lyon, so presumably the problem disappeared.

4. Services
originating with Joseph Large.

Joseph Robert Large was
apparently a wine merchant (!), but in 1933 he
started a route from St. Just d’Avray to Tarare.

In 1940, and during the war years, there was a single Thursday return
on that service, but two other services had been started – one to
Amplepuis with a single Tuesday return, the other a town service for
St. Jean d’Avray linking the Bourg and the Gare twice daily.

Luc
Court vehicles were quite rare. He was a Lyon engineer – but
although his business lasted until 1972, he never recovered
from the
war years and post-war ceased building chassis. The lorry in this photo
is the kind of chassis that would have been used.

But this did not last long. Thirty months later on 24/01/49 Vignon sold
exactly the same routes and timings to Paul Desmure for 250,000 FRF (of
which 125,000 was goodwill). There must have been galloping inflation
at the time.

The vehicle had changed. Now it was a Citroën P32 registered 5468 PG 5.

5. Services originating with Bernard DESCROUX.

Mr Descroux, born on 05/04/1943, was domiciled at Le Vieux Bourg, 69790 St. Clément-de-Vers.
On 23/12/1981, he sold to Paul Desmure his service from St.
Igny-de-Vers to Chauffailles via Anglure sous Dun. This operated on
Fridays (market day) and occasionally on the first Thursday of the
month. More interesting perhaps was an excursions licence (B695001)
that he had held since 31/01/1975.

One of his routes (St. Clément-de-Vers to Monsols) was not included in
this sale but was adjudicated to Mr Desmure on tender as of 04/01/1982
– he was cheaper than rival company RSAR.
Desmure paid a total of 8,000 FRF, including:
- 3,000 for goodwill,
- 500 for a Berliet PAK 5, chassis
n° I M 000 3, registration323 BF 69, a 29 seater new on 30/06/1960
- And 4,500 FRF for a Saviem SC5P,
chassis n°507228, registration 1469 FW 69, a 37 seater new on 23/09/68.

Bernard Descroux had bought or inherited the business on 28/12/1971 –
the same routes and the Berliet vehicle – from Pierre Descroux (born
30/12/1911), although the precise relationship (father and son?) is not
specified. And Pierre Descroux had bought the route from RSAR on
28/07/1958 for 5,500 old francs.

6. Services
originating with Pierre DUPONT.

Pierre Dupont owned a hotel at Bois d’Oingt, in the heart of the
Beaujolais
When he declared his services in 1934, he dated the oldest routes as
beginning in 1928.

These were: - Meeting the trains at the PLM station – both passengers and freight - A Monday market service from Bois d’Oingt to Villefranche (fare 6,50
FRF, return 10FRF) - A Tuesday market service from Bois d’Oingt to Ste Paule (fare 4 FRF,
return 7FRF subsidized by Ste Paule).

As at 20/03/1936 his vehicles were a Citroën 10, chassis n° 260883 10hp
registered 330 PF 5 and new on 31/08/33, and a Citroën CG G1 chassis
n°163835 12hp registered 412 PF 2 new on 26/06/30.
But the Citroën 10 was replaced by a Berliet 12hp diesel in July 1936.

By 1952, the Ste Paule service was only running once a week on
Tuesdays, and it was Autocars Paget of Lyon who were operating
it. On 19/02/52 Paget said that Ste Paule would only be served on
the 1st Tuesday of each month. It is stated that the service belongs to
Desmure but is operated by Paget following a tri-partite agreement
between Paget, Desmure and the Ponts & Chaussées.

The PAGET letter in 1952

The
services of Mr DUPONT passed somehow through the hands of Mr LUGUIN, Mr
MERCIER and then Mr BORNAREL, between 1936 and 1948. They were by 1948:
Bois d’Oingt to Ste Paule – 1 return Tuesday (Bois d’Oingt market day)
Bois d’Oingt to Villefranche – 1 return Monday (Villefranche market day)
Pouilly le Monial to Villefranche (2 returns Mondays (Villefranche market day)
Pilgrimages and excursions to Ars & to Paray le Monial
Gare – 3 daily returns– extended to Légny. The fare imposed by SNCF was
1,25 FRF (2,50 FRF return). On 5 October 1940 this was increased
to 2 FRF for the single journey (about 2 kms.)
Jean Bornarel of Bois d’Oingt sold all to Desmure except the Bois
d’OIngt – Gare – Legny service which he continued to operate with a
limousine, on 09/11/1948.
In 1949 Mr Desmure proposed an
exchange of services with the RSAR Régie Services Automobiles du Rhône.
He would give them the Bois d’Oingt service bought from Mr Bornarel in
exchange for RSAR’s service from Théizé to Paray-le-Monial. Whatever
the intentions, the project was abandoned.

7. Services
originating with François Guillaume OVIZE

François OVIZE was another hotel owner, running the Hôtel des Voyageurs
at Lamure-sur-Azergues.
He ran one round trip on Mondays to the market in Villefranche, which
he had started in December 1930, but he also had rights to excursions,
taxis, ambulances in Lamure and the surrounding area.
No vehicles were included, and the sale was signed on 22/03/1950 at a
price of 2,000 FRF.
Ovize had used 5234 PF 2, a Peugeot 12 seater – type 1593
11hp 4m50 long by 1m25 wide.
In a letter dated 01/02/47 (see below) Mr Ovize advised he was selling
the service because of the impossibility of repairing his vehicle!!

François OVIZE’s letter
of explanation

Paul DESMURE – continued:

In the 1965 Guide Relations Routières Chaix, the company was listed
with just the one route, Grandris to Lyon.

1969 – Ramassage scolaire
Schools services – vehicles restricted to carrying schoolchildren, did not develop very early in France.

The first mention in this file – a decade earlier in July 1959 – was
the desire of the Association des Familles de Grandris to have a
service to the schools in Lamure. The problem then was that this could
only be considered as a ‘closed’ private service if it served just a
single school, not multiple schools.
Desmure nevertheless operated:
07.30 St. Just d’Avray – 08.00 Grandris – 08.15 Lamure with a
provisional authorization, given because shortly afterwards, new
national legislation was to be introduced.

But the big event was in 1969, with the opening of a new CEG – Collège
d’Enseignement Général – at Bois d’Oingt. A meeting on 4th February
1969 to discuss arrangements for the first school year 1969 – 1970 was
told that 122 children from 17 surrounding communes would need
transport. Desmure’s first project was a 34 km circuit (plus 22 km
return to depot) making 112 kms per day. But the CTD preferred
adjustments to timings on the Grandris Lyon route, in spite of
complaints from the SNCF, and it would appear this won the day (see
under Lyon – Grandris in 1969, when three returns limited to Bois
d’Oingt and restricted to pupils and staff were authorised ).

1977
Paul Desmure requested a taxi licence (grande remise) apparently with
the idea of operating a minibus on a Lamure local service and to the
remoter parts of the valley. The DDE asked for further details, but the
project seems to have been abandoned.

1979 – 1980
A schools service was operated from St. Nizier (departure 06.20) to Villefranche (07.40) with the return at 17.45

Schools services in 1979 - 1980

1983
Paul Desmure had remained a bachelor all his life, so when he died at
Bron near Lyon on 18/09/83, it was his sister who inherited. Maybe his
death was sudden, as no plan for what would happen to the business
appears to have existed.
In practice, it was decided that two employees would take over:

- Emile MARTIN, born on 22/04/1925 at Dampierre (Jura), and
- Hubert MILLET, born on 13/08/1933

Neither had all the diplomas necessary for the job, but in this state
of emergency, they were authorized to operate on a one-year provisional
basis by the Ponts & Chaussées whilst completing their studies, and
this was successfully achieved.
A peculiarity of the business subsequently was that the two new owners
rotated the Managing Directorship, taking it in turns annually.

Desmure’s business (RCS Tarare A727 370 652) described as a
sole trader – Desmure trading as Les Cars de la Vallée d’Azergues et de
la Route Buissonnière (!), was taken off the companies register on
31/03/1984.

Who sold?
It was a ‘location gérance’ contract, signed by Antonin Dressy, born on
30/05/1908 at Dieme (Rhône), and his wife Marie Rosine Desmure, born on
20/02/1909 at St Just d’Avray, both domiciled at St. Jean d’Ardières.

What was sold?
The Grandris – Lyon route of course, but this was the only regular
service, proof that all the country and market routes had been
abandoned. No mention is made of schools.
A considerable number of excursion licences:
B695001 acquired in 1982
B694101, B694102, B695101, B695102, B695103, all acquired on 18/11/1974.
These allowed pick-ups in Rhône, Ain, Isère, Loire and Saône-et-Loire,
groups or individuals, all destinations in metropolitan France.
C695101 acquired 13/04/76, valid 5 years (so presumably out of date??)
E695106 and E695107 acquired 20/12/82, valid 5 years and not sellable or transferable.
A travel agency licence – B 63058.
The sale price was 500,000 FRF of which goodwill accounted for 300,000 FRF.

FOOT – NOTE
Mr Desmure frequently changed the style of his logo. Here is an effort to follow the various changes.

It is understood Paul Desmure set up in business as Cars de la
Montagne in 1946. The title was certainly being used in 1950.

His logo in 1955.

His logo in 1969. It is understood “Cars de la Vallée d’Azergues” was
first used in 1956 when he bought Cars Perrin.

1971 Publicity for Cars
de la Vallée d’Azergues

And
finally…………………………. The rail timetable for Lyon to Paray-le-Monial
in 1938

Clive
D’EATH-15/06/2018

Note
- this is a site of historical record and does not contain
current service information